The Sun. — London, England, 1847-06-14 00:00:00

THOMAS GRAY AND THE RAIL WAY SYSTEM ; AN UNRECORDED CHAPTER lii THE HISTORY OP INvENTIoNS. (From the London Journal.) "An Unrecorded Chapter in the History of Inven tions !" We think we hear some cautious reader ex claim, "An unrecorded chap: er in the history of the Railway ! Poeh 1 pooh 1 More mysteries from the fertile brains of French leuilletoniste romancists. The railway is an open question to everybody—everybody knows every thing about it. Stay, good reader, before we proceed to the elucidation of the mystery ;—let us have a friendly catechetical chit-chat with you, to test the extent of your knowledge of the history of one of the greatest mechanical inventions of any time or country. Have you ever, when borne along on the wind-like speed—the time and space annihilating career of the railway locomotive—carried your thoughts from the wondrous realities of the moment to the time when your respectable grandfather made his will ere he departed on a two hundred mile journey ? Have you ever, when contemplating the omnipresent results—political, social, and moral—which this simple instrument of constructive genius is hourly effecting—impulsing commerce with giant power—cementing nations in the firmest bonds of brotherhood, and rearing up and fostering, by the means of intercommunication between province and province and town and town of this empire, the best and the closest ties of union, because foun ded on mutualin terest and the general good — ha ve you ever Ia though t o cah f the origin of that simple contri veuce you tell us, as the facetious Sam Slick w ould say, " When was the railway invent ed, and who designed it, at a word?" Till you can answer thes e p lain q uestions, and, with outd any offence to our hundred thousand reaers . we suspect ninety-nine thousand n ine hundred and ninety nine of them will feel rather puzzled, we must e'en set you down as too m uch dazzled with the wondrous powers of the great in vention of this age, to enter into an inquiry, which , by t he inq uiring minds of other cen turies, will inevitably be regarded as second only in im• p o rtance and interest t o the discoveries of printing and the steam-engine. The principle of the railway, as a mechanical means of transport, has been known for nearly two centuries. It is apparently so very simple that, were we not all aware that the simplist principles have lain longest un discovered, we might express surprise that it should not have been tried earlier than in the year 1680, which is the remotest date known in connexion with the history of railways. It first took the shape of a rude wooden tram way, and the first known experiment was made at coal mines near Newcastle-upon-Tyne, in 1680, for trans porting coals trom the mouths of the pits to the ships in the Tyne. Coal at that time was becoming the substi tute of wood, us the fuel of the metropolis, and a great impulse was constantly given to the mining operations of the North. Many of these pits are said to have em ployed each of them 400 or 500 carts in this traffic ; it became, therefore, an object of manifest importance to reduce the great expense thereby incurred in keeping up horses, drivers, and reads. A wooden tramway was therefore substituted, constructed on the following plan :—SI pa of ground of the required breadth were marked out between the coal pits and the river. To obtain the easiest and meet regular descent, this line was varied in its direction, to m et the inequalities of the ground ; or where these inequalities were inconsiderable It was carried straight forward, and regular slopes made by embankments and cuttings. Tne ground being then smoothed end levelled as for an ordinary road, large logs or "sleepers," cut in lengths equal to the breadth of the road, were laid across and firmly bedded into it at short distances to sustain and hold last the rails or slips of wood in which the waggon wheels were intended to run. The rails were laid on beech, laid end to end, forming two continuous parallel lines along each side of the road. Waggons of large construction, set upon low wheels, completed the " plant" of the first railway ever con atructed. The invention became popular and was largely adopted in the coal districts. The result was a saving of at least two-thirds of the horse power formerly re quired, and the working expenses of many large coal establishments were thus very largely diminished. Tim ber continued to form the materiel of the tramways for Upwards of half a century, till 1738, when cast-iron rails were tried at the Whitehaven collieries, but no great success attended the attempt for thirty years, owing to the injurious effect of the weight of the waggons on the rails. In 1768 this was in a considerable degree obviat e d b y t h e s i mp l e contr i vance of a more genera l diffusion of the wei g ht over t h e ra il s , by l essen ing the size of the waggons. Having thus answered the purp ose , the invention attracted attention, and during the next sixty yea rs there was a rapid application of the principle thro ug hout mineral the nerel ad kingdom, chiefly, however, as a ux ili ary to occa sionally in branch es to canals. Manyve ad venture, them and roherieo were formed in the mining distri cts of Northumberland , Lan cashire, Yorkshire, StafforOshire, Shropshire, an d S outh Wales ; and in Scotland, in Lanarkshire, Mid Lothian, and Fife, Partington estimates the extent of these tram ways in the neighbourhood of Newcastle alone at se• venty-five miles. Such was the origin and early condition of the rail road. We must now shortly speak of the motive power employed on these rude tramways. Till within half a century of the present time animal power was solely employed to move the waggons along the rails, but about the beginning of this century a great step was made towards the progress of railwayiem in the inven tion of the railway locomotive engine. An experimen tal attempt was made in France, about the year 1728, iu the Royal Arsenal at Paris ; no practical result, how. ever, followed till 1802, w hen Messrs Trevethick and Vivian took out a patent in this country for propelling carriages upon railroads. We find the following de scription of the machine in Partinuton's Cyclopedia, " The boiler was composed of cast iron of a cylin drical form, this was mounted horizontally upon four wheels, the cylinder of the engine being placed ver tically on the end. Two connecting rode descending frog% the cross bur of the piston were then made to com municate motion to the wheels by means of a crank, no wheel beine, necessary, the momentum of the carriage carrying the cranks past the lines of the centre." When these engines were first tried it was found difficult to produce a sufficient degree or re-action between the wheels and V.e track road, so that the former turned roue wirneut advancing the vehicle. This was reme died by Mr. 13Ieitkiiisop, of Middleton, West York' hire, who, when he adopted the invention at his colleries, took up the common rails on one side of the whole length of the road, and replaced them with rails which bad large and coarse cogs projecting from the out side. The impelling wheel of the engine was made to act in these teeth, so that it contieued to work in a rack the whole length of the road. An engine of four-horse power, employed by Mr. 131, nkinsop, impelled a carriage lightly loaded at the rate of ten miles an hour, end when connected with thirty coal waggons, each waggon Iv, ighing more than three tons, it went at about one-third of that pace. Mr. Blenkinsop took out a patent which is cia , ed in 1811. It must be borne in mind that this invention was entirely confined to the mineral districts and to the conveyance of mineral produce. The public knew little if anything of the railwa), and any man who forty years ago was bold enough to whisper that it might be made to supply the defects of the common road ay stem was written down an inc'irable madman, as poor Thomas Gray was several years later. But this is nothing very new in the history of i'-nproremer.t. We have now reached the period of our history when we are to note the beginning of the vast railway system which has sprung up and is daily extending around us. lo 1315, that memorable year in the history of the world, and most important epoch in the advance of our commerce, Mr. Thomas Gray, a man of large compre hensive mind, gifted with a remarkable fore-thought, and with a deep earnestness of character and indomit able perseverance, chanced to revisit his native town of Leeds. He was drawn by curiosity to insrect Blenhin sop's steam carriage railway at Middleton colliery, which is situated in the immediate neighbourhood of Leeds. After a careful inspection of this railway he was inocu lated with intense admiration of the system, and con vinced of its applicability to the purpo.es of general intercommunication. The same year Mr. Gray repaired, or, we believe, returned to Brussels, his mind big with the conception of his railway-imaginings. An interesting event in enterprise opportunely oc curred to create new thoughts, and to shape and syste matise these crude imaginings. The King of the Netherlands, about that time, proposed the construc tion of a canal from Charleroi, for the conveyance of coal from that rich mineral di-trict to Holland ; and a scheme of such magnitude and commercial importance naturally excited lively interest in RD enterprising and industrious community, more espe cially amongst our own countrymen resident there. It roused the active mind of Mr. Gray, who not only ard e ntly espoused the project, but with a boldness that excited the amazement of his compatriots, he urged the construction of a railway, and set about in his own quiet but earnest way to demonstrate the practicability and vast superiority of such a mode of communication. The idea was far in advance of the age ; and its bold pro paincler was set down as an ardent impracticable theorist. Bur the theorist was determined to show the world that his theory was one of the most practical and !sae attainment ; so he e'en sat himself down to think a little inure Inure oa the subj ez t, an d s h ape hi s t h oug ht s to a tangible form. We hear nothi' g more of Mr. Gr for ,warlythree years. B u t h e slum b ere d rio t in Li she int erva l . 1818 he completed and p laced the manu-criet 01 a t reat i se in the hands of Mr. Wilson, an eminent Briti h merchant I manufacturer in B.lginru, who has publish. d a very inte resting k pampteet on th e subject. This preduction was en a Railroad for th e w h o l e of Euopeieaded " Ous. rvati o ns . The larg e n ess of his vi t ws was only exc ee d e d hyr by wthhi • cah hlemsarvumenta in t e h t e forth the necessity tire and exact demonstratem which existed for a rererni internal and internat i o nal communication, to meetm mode of leulands of a repidly expsn ing commerce, and the ability of hi s plan to meet those dems re i e . In 1820, the work, considerably modified and improved, ..,„„ published under the title of " Observations on a g eneral tron railway, or land steam conveyance to s upersede . th e neces,ity of horses in all pu blic vehicles_.. Mr. Gr ay therein proposed a system of direct trunk lines radiating from the meteepelis to the principal seats of trade and .loremerce, with branches fur the accoaimodation of plates of minor importance—London to be the central point for Great Britain. and Dublin for Ireland. For the principal trunk li nes h e pre posed a series of six dorallel railways, on e h a lf for the up, the other for wn trains ; on the branch lines from two to tour as the nature of the traffic might demand. The principle of the cog rail, which we have seen, Was introduced by Mr. Blenkinsop, in the early stage of the history of locomotives, forms a part of Mr. Gray's system, with this difference, that it is added j is a third rail placed in the middle of the track to V power to the p - rrnan..nt action of the I uniform azi . eng i ne . He 'voided &Li ingenious machinery their gratitude by contributing a mite to a national tes timonial for Thomas Gray. A public meeting was lately held in the city of Exeter, and an executive com mittee formed tor the purpose. who are now in commu nication with the friends of the cause tnroughout the counri y. Leeds, Nottingham, and Lincoln have joined in this grateful movement, and we hope ere long to be able to announce that on almost every railway in the kingdom an opportunity will be afforded to the tra veller, while breathing from the wind-like speed with which he has been carried from place to place, to add a little to the reward of the designer of all. for the transfer of the engines and waegons from the I main line to the branches, and vice versa, by a series of circular turning plates, much the same as those which we see now in use for turning carriages at the stations, with this difference, that each plate embraces a complete set of rails, that is there is a plate for the up and d wn rails respectively. We cannot follow Mr. Graythroughptihe whole arguments of his remarkable glance now. The practical economy of steam at some of them may interest the reader eve power heh n eld to our mining districts, in our manufactories, eld. be then so fully proved by its universal adoptionnd on i n i board our packets, as to affor d demonstrative which might deuce of the numerous but unforeseen advantages might daily be derived from its applicationgeneral to our inland conveyance. B y the establishment of a general iron railway in a direct line, he argued that the distance between the cap ital and the manuf districts and principal cities might be reduced one quarter and in many cases one third, instead of the ridiculously winding course the stage and mail coaches then dail ran. The permanent prosperity which would arise to commerce from this rapid communication would soon, he added, be felt in every corner of the Limited Kingdom. The mails from London to Manchester, Liverpool, and Leeds, might be conveyed within the space of twelve hours ; the ordinary stage coaches, caravans, and vehi cles for the conveyance of every description of merchan dise might also be transported on the same improved principle. The farmer would likewise greatly partici pate in this national improvement. The laud then required to produce food tor his horses might be culti vated for other purposes far more profitable ; the vari ous products of the farm, as well as live stock of every description might be conveyed to any market, and manure brought back, without employing a single horse, in one half the time and at one half the expense incurred. The introduction of fresh fish throughout the interior of the kingdom would open a source of trade to numerous individuals, and very essen tially contribute to the improvement of our fisheries, as well as to the establishment of new ones. As a per manently improving source of revenue to capitalists, this plan would have no parallel ; the diurnal re•urns at the most moderate toll upon each vehicle, would annually produce many millions ; " indeed," he observes, " no limits can be assigned to the increase of wealth which this change ie our inland conveyance might produce ; there is no branch of agriculture, no branch of com merce or of arts, but would partake of its endless pros perity. In support of this statement it is merely neces sary to remark, that one steam-engine, on an improved railway, would draw from London to Edinburgh three stage coaches (each carrying twice the luggage and number of passengers of ordinary stages) in thirty hours, which now require 300 horses, aad at least fifty hours time for the performance of the journey. If a public meeting were convened by the wealthy merchants and capitalists of the metro pull*, in order to canvass the relative properties of this scheme, the example would smelt be followed in the manufacturing districts and principal cities, and the many millions, now annually squandered away in purchasing and feeding unnecessary horees, might be divided by ttle holders of shares in the numerous branch comparne? which would be established throughout the Unite. Kingdom." This is but a fraction of the comprehensive at gument advanced in support sr!' the plan. Inc' perseverance and energy displayed by Mr. Graf in the promulgation of his views were not less re markable than for their deep foresight and accu racy. The work to which we have above alluded. and which, by the bye, went through five large editions, and was translated and extensively circu lated on the Continent, was only a very small por tion of his labours. Justice can hardly be done to his energy by our necessarily brief recapitulation of his correspondence and unceasing communications with public men, governments, and corporations on the subject. We can here only state that he earnestly memorialised the King of the Netherlands, Count Dupin, of Paris, and our own Government annually, from th, time that his views were matured up to this present day. Parliament also he besought with earnest voice to lend an ear to his pleadings for the public good. In 1826 he addressed the legislature in a petition, embracing a series of powerful reasons to induce a Committee of the House of Commons to recommend the establish ment of a national railway board in London, with an annual grant to be drawn from each rail way company, fair the purpose of fixing upon a site of ground of several miles of extent, for making experi ments on rails and locomotive engines. In his innu merable petitions to Government he pointed out the probability of liquidating the national debt by means of a national railway system, constructed on sound scientific principles. It seems strange even to look back on the cold way in which shrewd practical men, ministers, legislators, and commercialists, treated what they were pleased to call his " visionary" views ; but the red-tapeism of office is ever slow in the appreciation of merit. How beautifully has Sir Robert Peel de scribed the mission of that powerful but simple instru meat which Gray, by his appeals and unwearied exer tions, roused the public mind to appreciate and establish. " The steam-engine and the railway," exclaimed the ex-Premier, in his splendid inaugural address to th; University of Gla sgow i n 18 36, " are not merely facili tating the transport of merchandise—they are no,: merely shortening the duration of journeys, or ad ministering to the supply of physical wants—they are spreading the intercourse between mind and mind, they are creating new demands for knowledge— they are fertilising the intellectual as well as the mate rial waste—they are removing the impediments which obscurity, or remoteness, or poverty, may have hereto fore opposed to the encouraging of real merit." Four, teen years before he heard unheeded the prophetic voice of Gray, who told him that these great things might be brought te pass. As yet the claim has been unacknow !edged, though the late lamented Sir William Follett told Mr. Gray that he had laid the case before the Trea sury Board, where, he said, our railway pioneer was well known. Had the great lawyer lived a little longer there can be little doubt that the Government would ere this have recognised his claims to some national reward. We must confess that we have no great faith in Govern• went gratitude for high intellectual achievements. A glance at our pension list is conclusive on the point. A more worthy recipient of a nation's bounty could not be found than Thomas Gray. But we look for national gratitude its a more popular shape. We are, however, bringing our compressed summary of these large and important events in our commercial history to a rather premature conclusion. The ques tion has no doubt arisen in the mind of many an hitch lig. nt reader to whom these facts are new, e How comes it that so much mystery should • xist with regard to a system the origin of which is but of yesterday. All the world knows that the railway from Liverpool to Manchester was th. firer public line opened in this country. All ti e world knows that the railway veteran George Stephenson, thy great improver of the locomotive, in part projected, and in whole executed, that important work. Hence, oh il logical reasoning from premise the accurate—George Stephenson constructed the first public railway—Argol conclusion most illegitimate—George Stephenson de signed the railway system f One withered leaf in the laurels of Stephenson must ever taint their freshness— that amidst the plaudits of popularity he has faile-1 to acknowledge the claims of a far earlier labourer in the same field. The Liverpool and Manchester Railway Company was sanctioned by Parliament on the sth of May, 1826. It was opened on the 15th of September, 1830. We have seen how many years ere that event took place, Mr. Gray had devoted his life to the incul cation of his theory. Thomas Gray shaped and syste matised the system and enforced it on public atten tion ; George Stephenson gave it practical develope ment. The theorist lives unrewarded, unhonoured— poor and obscure ; the practical man enjoys wealth, and name, and fame. If sneers and doubts and suspicions were common when Stephenson contended for the prac ticability of a public railway in 1826, how much greater must have been the difficulties which "mad " Gray—for so " enlightened " minds were pleased to term him—had to encounter in preparing the public for the change, and in inducing the more enlightened minds to risk the great experiment. That he did work this revolution in feel• ing will be amply apparent to any reflecting man who takes the trouble to examine into the history of the rail way. Strange it is that " railway men " who have amassed princely fortunes by this invention, are the dullest to the claims of the founder, in his poor and un honoured old age. It cannot be that claims so un answerable on the gratitude of the railway world are denied. No, we will rather suppose that, en grossed in the pursuit of wealth or immersed in the toils of business, railway men have found no time to inquire who really discovered this rich unfathomable mine of national wealth. For the public at large the plea of ignorance must stand as the apology for their neglect ; or it may be with some that the hand of time has not cast that venerable hue on the structure to excite their feelings of veneration for its magnificence. They may not be able yet to join in the aspirations of the strain of a true p et of progress. " Blessings on science, and her handmaid steam! They mike Utopia only half a dream; And show the fervent of capacious souls, Who watch the ball of progress as it rolls, That all as vet completed, or begun, Is but the dawning that precedes the sun." Unquestionably the pioneer of the railway system shall yet take his place in the roll of the spirit of the age! Personally, perhaps, Mr. Gray may feel little desire at his advanced period of life to acquire the mere •' bauble fame ;" but it cannot be that he is equally regardless of those more solid advantages of pecuniary remuneration which ought over to be the reward of talent and indus•ry, especially when applied in a manner en eminently prac ti oil, a- we have, we think, proved Mr. Gray to have done. This is simply rendering justice to the rights of labour. But we will go a step further, and urge on the public the necessity, in these days of competition with foreign rivals, of being especially care'ul to insure to every great inventor, of whatever kind, not only the just profit, but the equally just honour due to his successful efforts. A few words by way of sequel to our sketch, the t t r e !v a i l ei a o la n p of the be respon se t o w hi ch we hope may show to be in truth it licationof st t yea the subject. of ubj his life ect. Nl and theGray,r.ai after practical e l'most lavish expen di ture of his means in the promotion of his views for the public em good, is left in old age to exist on the His pfrreLardisouasnd admirersnurnents of an ill-r. quited agency. golden accompanimentswait tr ns f a oo t nfbe)h,n irss. eurtshe eiftehglerlraafntritodthurebto)rfi Englisho theu s ts anxious that some of the which yet await him should cheer the latter - life, are determined to w 3 Govern ment interference or r ailway ,,n r e e e co t g , nitio n of his claims, but to appeal loudly and at public. And, we think, they are right. mind is sometimes slow to receive new f a ' ever noble and generous when convinced tra s ; tittle!: have surely contributed to the general good. Ever y man, woman , an d child at some p eriod or other has ex perienced directly, in wondering admiration, the bene fits of the railway ; indirectly this is every day and hour brought home to their feelings. Let them testify the rear, to prevent approaching trains, he left one con stable at the bridge signal. and walked up the line. About eighty yards in the rear of the train ho found Fossey. His signal lamp showed a white light at this time. Witness said to him " Good God, Fossey, what could have induced you to turn the train into the siding ?" He did not reply for an instant. Witness turned the light on his face, and he then said, '• I don't know ;my watch deceived tue." Witness said, " What do you mean?" He replied, "She is twelve minutes before the mail" (alluding to his watc h, as wit ness believed). Witness said, " Where is y our watc h?" He said, "In my pocket.„ Witness desired him to de liver it up to him, wh ich he d id. Witness then said, " Now, Fos- ey. you must con! and added, " A re th ere consider your se lf i n my cus tody."any iHe Very well," lost?" Witness said, I don't k now , I h ope not " He said, " Wel l, if no li ves are lost, y ou ma y transport me as soon as you . n ; send we out of the country at once, for th at is j ust what I want." 'Witness said, i tness asked him wheth er , after "Whateverthe your faeli tgs are, lossey, keep them to yourself." train had passed on to the siding, he h a d s i. own any signal to the guard? He said, " No, it would have been of no use." Witness then walked down the cuttin g w i t h him towards the station, and just after passing th e set-m -ot the accident , he s aid, " Ithought it was a pitch train, for the lights deceived me.„" %V !taes knew th a t cou ld not be the cage, and said, That is second thoughts." Fossey made no reply . Witness then gave hi m i nto ofhbar. Wi tness t h en aeteh,and found a vari a ti on o f about tour station cluck police-constable klai li with which h e compare d c wF u ,e, s ns t s t te ) d yt y , ,o t s w minutes from the station time. It was then a quarter past eleven o'clock by the station clock, and eleven minutes past . by the watch. leaving his post Witness suhse 'r° he well under stood assisted CO bring the mail . train into the station . Monday pt evious he and render assistance to the injured parties. Fo-sey afterhad thehaccident. o u i y t g h . the eWitness, red a y. signal o. considered t b h v e t had committed a mistake while . on duty at the same post by turning a Liverpool excursion train into the siding. The siding was then clear of waggons, and the mistake having been observed by the man on d u ty at t h e secon d points, he turned the train out . on tho mai n li ne aga i n . It was then daylight. M r. Bedford, one of our superin tendents, was in this train, and when it arrived at the station, he desired witness to go back immediately, and learn what excuse Fossey had to make for turning the train into the siding. On reaching the signal post, wit ness asked him how he Caine to turn the train into the siding, and he replied that he had tut gotten the excur sion train. Witness asked him whether he had not got his written instructions on the subject? He said he had, but had forgotten them. He then went to his hut, and handed them to witness who remarked to him, " the chanc , s are you will be reported." He said he was very • sorry. Witness then left him, acid subsequently in formed Mr. Bedford of what he had stated. Witness subsequently, by Mr. Bedford's direction, reported him for the neglect, and on an investigation he was ordered to be fined a shilling and severely cautioned. Notwith standing this occurrence witness still considered that Fosses knew his duty. On the night of the accident no luggage train was expected. Witness never knew a luggage train to arrive within three-quarters of an hour of the arrival of the msil train. THE LATE MELANCHOLY ACCI DENT ON THE LONDON AND NORTH WESTERN RAILWAY. ADJOURNED CORONER'S INQUEST. ____ _ -- .... . • WOLVERTON, FRIDAY NIGHT.—This morning, at nine o'clock, Mr. J. W. Cowley, coroner for Buckingham: shire, and the jury empanelled on Monday last, to in quire into the circumstances attending the late melan choly accident near the Wolverton station, re assembled in the boys' school-room, a large building in the vicinity of the station, for the purpose of proceeding with the in vestigation. The inquiry excited the greatest possible interest, and the school-room was crowded with the most respectable inhabitants of the district. Captain Simmons (of the Royal Engineers) attended to watch the case on behalf of the Board of Trade, and among the officials of the company present, we ob served Captain Hoist), general manager; Mr. H. P. Bru)eres, superintendent; and Mr. J. E. M'Cunnell, , un.rintendent of the locomotive department of the railway. Mr. F. L. Barnwell, of the firm of Messrs. Parker and Co., solicitors to the company, was also present. Mr. Joseph Payne (of the Old Bailey bar) attended to watch the case on behalf of the relatives of Mr. Miller, one of the deceased parties. The jury having answered their names, police-con stable Fossey was led into the room in custody, upon which A plan of the vicinity of the station, showing an ac curate representation of the carriages as they appeared immediately after the accident was put in. After some preliminary remarks the investigation was commenced with the examination of _ _ . William Manners, who deposes as follows--I reside at. No. 4. Ferdinand-street, Hampstead-road, and am an engine -driver in the service of the North-Western Rail way Company. I have been in the company's employ between two and three years. On Saturday, the sth inst., I drove the engine No. 153, attached to the Liver • pool night mail train, which ought to leave the Euston quare station at 45 minutes past eight. It was about 54 minutes past eight when we left on the night in queb tion. Our train consisted of nineteen carriages, va riously composed of luggage vans and first and second class carriages. On the night of the accident we called at the Watford and Tring stAtions before arriving at 'Wolverton. At Tring we were three or four minutes behind our proper time. The lamps were put on my engine properly before leaving the Eusteu station. There were three lamps altogether—one white lamp on the buffer, one on the tender, showing a white light forward and a red light backward. The Foreman said he saw by Regulation No. 2 that :he buffer lamps ought to be capable of showing three colours—white, red, and green. l'ne witness said that was so, but the lamp on the buffer of his engine on the night in question wile out of repair, and could not be made to show either a red or green surface. CORONER—You say the lamp was out of repair on the night in question. Let me ask you do they keep alight gs:nerally pretty well ? Witness—They some times go out. The buffer lamp, however, much less fre quently than the others. Examination resumed—On the night in question all went well until we arrived at Wolverton. The night was very dark and wet, but I saw the white signal a quarter ..f a mile before arriving at the bridge where the acci dent occurred. I had slackened speed about a mile be fore arriving at the bridge. A reference to the plans was here made, and a long discussion ensued between the coroner and jury, at the close of which— The witness continued—l opened the whistle and shut the steam off about two hundred and forty yards before arriving at the bridge, when I saw the policeman'? green hand signal, and immediately put the breaks both on the tender and the engine. The white light was on the signal post at this time, signifying that all was right ahead. The witness exhibiting some doubt as to the nature of :he breaks upon his engine, the Coroner express, d his surprise at the want of knowledge, whereupon the wit ness remarked that he had never driven the engine in question before, and was, therefore, not acquainted with its peculiaritiea. In reply to a juror, the witness said he had never driven a mail train before. Ho had driven passenger trains, but he could not say how many times he had done so during the last six weeks or a month. He first heard that he was to drive the mail train at six o'clock on the Saturday night. The engine was dare; ently constructed from that which he had before driven; it had outside cylinders instead of inside. CORONER—Did you know you were going into the siding instantly? Witness—Yes, the jerk nearly threw me off the engine. CORONER—Were you prepared, before you felt the jerk, to do all in your power to stop tho train? Wit ness—Except reversing the engine; that I did within a very few yards after crossing the points—as soon, in fact, as I had recovered myself from the shy ck caused by the engine crossing the points. 'Lie distance from the points to the spot where the collision took place is, I believe, 547 yards. My engine was reversed before I had traversed twenty yards of this distance. CORONER—Then there was no means of stopping the train beyond those used? Witness—No. We were travelling about thirty miles an hour before I shut the steam off, and the rails being wet, there was unusual difficulty in stopping the train. CORONER—Did you communicate with the guards ? Witness—Yes; my whistle being open and my steam off seas a signal for them to apply the breaks. CORONER—When did you first see the coal waggons ? Witness—Not until I got close upon them I first saw them by the reflection of my buffer lamp. CORONER—Are we to understand that had the two points been left alone you would have gone on right to .he station? Witness—We should CORONER—When the collision occurred, did you jump off the engine? Witness—No; but the stoker and my ;elf retained our places. CORONER—Can s ou tell us what injury occurred when the collision took place? • Witness—The buffer beam of the engine was broken off at both ends, and the third second-class carriage was broken up. CORONER—Did you ever have an accident occur to a train under your control before? Witness—Never. Edward Bradbury, fireman to the last witness on the night of the accident, deposed to having acted as stoker in the service of the North-Western Company for two years past. He had_ never acted as stoker to the last witneSS before the night in question. Manners shut off the steam and put on the whistle just before arriving at the bridge, and witness then put on the breaks. Wit ness saw the white light on the signal post, and also the gre-n hand signal when the engine arrived close to the points. After the engine entered the siding the driver reversed the engine, and both himself and witness did all in their power to stop the train. The witness hero described the effect of the collision; but his evidence on this point differ e d i n no p ar ti cu l ar f rom th at o f th e l ast witness.tsheve John nN;,e\raVtrhisl lifaivan m ed s t,eii Coop, rnne e icn r oo nr,at iplas: chiefCompany—Had — g n udiairacddh chief en been egthunott guard i s uebraevr between ice eo o tr f , four and five years. Witness belonged to the Birming ham division, and took his turn in working the mail train. Left Euston station in charge of this train on Saturday the sth, at a few minutes after the stated time for departure. The train consisted of two parcel vans, four second class, five first class carriages, one mail, one post-effice, two post-office tenders, three parcels vans, and a guard's break-van; making in all nineteen car riages. Witness examined the train before starting, and 6)und it all right. There were three red lights in the rear of the train, and one on the near side the post office showing a white light to the rear of the train. Could not swear as to the lights on the engine and tender, as it was not part of his duty to look atter them. The train left Euston-square at 8 55 P.X , arrived at Watford 9 23 P.M., and Tring at ten o'clock, which was seven minutes behind time. First discovered a white light By a juror—Fossey was not aware that he had been ordered to be fined and cautioned, as the result of the in vestigation into his first error. CoRONER— When did you receive this order ? Wit ness—On Friday. ConostF.a— Do you consider you did your duty in with holding the caution and knowlaige of the fine from Fos sey ? Witness—When a man is fined, we generally stop it from his week's pay. CORoNEn—What is this man's weekly pay? Witness —Eighteen shillings prr weeek. The men are paid on Friday mid-day. Mr. J. M'Connell examined—l am superintendent of the locomotive department of the southern division of the London and North-Western Railway. My duty is to superintend the general management of the locomotive department, including the workiog of the engines. The engine to which the accident occurred is constructed on Mr. Stephenson's patent. The breaks are very easily appied to this description of engine and tender, the lateak being effected by two or three turns of the handle. I have examined the breaks of the tender silica the accident, and find them in perfect order. We have no greater commai:d of the engine than to apply the whole of the breaks on the tender and reverse the engine. The mode of communication between the guards and the engine -driver is by shutting off the steam and opening the whistle. This is well understood. Various inventions have been suggested to. enable guards to coca. municate with the engine-driver; but some practical difficulty has arisen in all. The application of the break is the best mode of communication I know of at present. In fine weather it is infallible, though, when the rails are wet, it is not so secure. I do not think it would be sate to stop a train travelling at a speed of twenty-five miles an hour in a space of fifty yards, even it it were possible. Mr. M•Connell was further examined at great length, but his evidence was chiefly confined to a detail of the various means adopted to avoid accidents generally, and did not bear particularly on the case before the jury. At the close of his evidence Mr. M'Connell begged per mission to call the attention ~t the jury to the remark able courage displayed by the engine-driver and stoker of the train to swhi-li the accident occurred in retaining their positions on the engine even after they Lutist have seen that a collision was inevitable. The jury unanimously expressed their high sense of the courage displayed by the individuals alluded to. Mr. Bruyeres was here called. anti in explanation 4,1 the one shilling fine inflicted on F. , ssey, said that a few days previous to the late sceidenz. Fossey hat turned an excursion train into the same siting. The circumstance was reporte $, but it being the first offence of which he had been guilt), and his previous character being very good, on the recommendation of Mr. Bedford, who was in the train, it was determined to reprimand him. How ever, as a record that he had been reported, in case of a second report, a nominal fine was inflicted. Had the train been a regular passenger train a different course would have beeu pursued; but it was not unusual, when regular trains w as ere th c i o s m a iug, if appeared d n t e o xt d tu o r , sitn came a i nds igns in w a c t r a e winaaidkeinbgyptahcee'driver, to turn them on to the sidings. It w therefor' considered that Fossey might have made a mistake. lie was not aware until he heard it that day that the reprimand had not been communicated to Fissey, an d he should certainly report this fact to the committee at their first meeting. Mr. Bruyeres here gave a lengthened description of various modes of com munication between the guards and drivers of train,, but nothing bearing on the present case came out. He agreed with with Mr. Al•Connell, that the application of the break by the guard was the beat method at present known. After come further procei-dinga of an unimportant character the inquiry was, at half-past seven o'clock, adj , usned until luesday next. The bodies of the unfortunate deceased parties have all been removed by their respective friends for inter ment. Mr. Turner remains under the care of Mrs. Hibbert, and attended by his wife, at the Wolverton station. He is improving daily. THE TRIPLE MURDER AT MIRFIELI). CO 'AMU' rAL OF THE ACCUSED. Fatnav —Yesterday morning, at eleven o'clock, the inquest on the bodies of Mr. James Wraith, Mrs. Wraith, an.l Caroline Ellis, their servant, who were t s i ttzed vi a ll t ag t , h , e b W e ' f e o t. r l e eyan mr. Me G th . oci D is . t sßeahrekaedr so barbarously murdered on the l2th of May, was re .rooideputyn, a coroner. The evidence adduced was in a great measure the same as that given before the magistrates at the Dewsbury court-house on Saturday. Michael M‘Ctib , and Patrick Reid, the two men in custody charged with the murders, were not present. Mr. Richard Green, superint , ndent of the Dewsbury police, produced the razor found on the body of Mr. Wraith, a carving knite fouud in the same room, and a kitchen fire poker, all of which were marked with blood. He also produced the soldering iron found at the bottom of Mr. Wraith's well. Both the poker and soldering iron appeared to have been bend ,d by force of blows against some hard substance. Mr. Green then stated that on Friday morning last week he firs , saw Thomas Kilts, of Daw-green, and asked him if he knew any thing about a soldering iron. He said he had been in the habit or borrowing a soldering iron at the house of the father of the prisoner, Petrick Rod, and that he believed the iron he used to borrow was iteid's q‘ther's property. Witness asked him to give a description of the iron, and he gave a correct description of it before he saw it. Witness then showed the iron to him, and he said ho was very sorry to see it again, as it was the same. Mr. Howarth was present at the time. leng 2 i W rO - n gr produced Mr. John Howarth, consta bl e o f Mirfiel corroborated Mr. Green's testim on y as to th e conversation with Kiley instrument spectacles, identified the so d he had freq uent l y b orrowe d from th e prisoner Reid's and his idervitication o f th e so ldering iron. Thomas Kitty, of r D u h ce a d wk a e s the rof father. Witness's wife gen erally fetched the iron. The day before the murder the prisoner Reid took the iron ' away from witness's house, and witness never saw it again until it was shown to him by Mr Green. In speak ing to v a ri ous marks on the iron, t h e w itness said he also knew it from having filed the copper end, where there was a small hole, using a fine file, six days before the prisoner Reid fetched it. By the aid of a small magnifying glass marks of a file could be seen on the ead of the soldering iron. By the Jury —I have freq ue ntly been with Patrick Reid in Company, and have been with him at Mirfield. On the day of the murder he came into my house and asked me where I was ring that day , and I said I should not go out that day. I went hawking with him the day after the murder, and we had conversation, but nothing particular was said about the murder. I was not with him more than half an hour in the morning of that day, but I saw him at Batley in the ever.ing. and I have always been friendly, and no one ever heard me give him a bad name before. I do not know the pri soner M`Csi.be. Katherine Kitty, wife of the last witness, corroborated her husband's testimony as to borrowing the soldering iron from Reid's father about six days before the mur der, and as to its being fetched from her husband's house b y Reid the night before the murder. She added that her husband had had the soldering iron for six weeks at a time, and she positively identified it from having seen it often, and also from having used it as a poker last winter. Witness met the prisoner's wife at the threshold of the door and asked her for the iron. She replied that she did not know where it was, and seemed in trouble. The prisoner was not there. About a week after the murder witness heard from Mrs. Hir s t that a soldering iron had been found in a draw well at Mirfield, and wit ness at once mentioned to Mrs. Hirst that which she had now stated to the jury. Witness did not know the pri soner M`Cabe. Mr. Howarth, constable of lgirfield, in answer to a on the signal-post about a quarter of a mile on the London side of the bridge. Witness was in the break van at the rear of the train. The night was dark, and witness did not see the policeman. Witness put on the break as soon as he heard the whistle; the train was then about fifty yards from the bridge. The under-guard sat on the roof of the first second class carriage. That was ills proper position. When the train crossed the points witness thought they were travelling about 25 miles an hour. Had no doubt that had the train not been turned off into the siding, the driver would have been well able to pull up by the time he arrived at the station. Had the rails not have been wet on the night of the accident, believed the train might have been stopped before the collision took place. Evet y train had two guards; some times, when the trains were very heavy, three guards were attached to a train. Six guards would be able to stop the train before three guards, inasmuch as six pair or breaks must have a greater effect than three pair. The time lost at Tring had been made up before reach ing Wolverton. Witn, ss was present when the deceased and injured parties were taken up. They were all in one carriage, which was broken up, and hail another car riage resting on it. The second carriage which mount, c 1 was lighter loaded than the 3d and 4th, and the buffrrs of the former mi4ht have been somewhat higher in con .equ,,nce. Had not noticed any particular variation in this respect on the night of the accident. Witness consi dered that the various li;hts on the mail train must have shown the policeman that it could not have been a goods train. William Frederick Smith, inspector of police for the district between Ble - chley and Road,. stations, first knew Constable Fossey in December last. fie had about a fortnight's tuition at the signal post. before he was placed in charge of it. The signal was called the Blue -bridge signal. There were two posts, one on each side of the bridge, for up and down trains respectively. The duty of Fossey was, when he observed the mail train approach ing to signal it to the station by showing a green light on the down post, in order that the main line might be kept clear. If the signal was answered to the effect that all 779.3 right, then Fossey should go to the up signal and show a white light to the coming train, and after wards return to the down signal anti show a correspond. ing white light. On hearing the collision witness took up a lamp and ran towards the spot. Seeing that a dreadful acci lent had occurred, witness walked imme diately towards the bridge, where Fossey should have been, taking with him two other officers. On reaching the bridge witness found that the York mail had arrived, and considering that some person ought to be sent to THE SUN, LONDON, MONDAY MORNING, JUNE 14, IM7. question from the Coroner, stated that he had no other evidence. The DEPUTY-CORONER having summed up ♦ery lu cidly and at great length, the room was cleared, and the jury remained in consultation about ten minutes. The DEPUTY CORONER (addressing the jury) said— Gentlemen of the jury, have you agreed upon your verdict? The Foreman (Mr. Wormald)—We have. The DEPUTY-CORONER----How do you say by your foreman that James Wraith came to his death ? The Foreman—We return a verdict of " Wilful Murder" against Patrick Reid and Michael M‘Cabe, and I think it right to state that we are unanimous. The DEPUTY•CORONER—DO you return the same verdict in the case of Ann Wraith and Caroline Ellis ? The Foreman—Yes, as to all three. The whole of the fifteen jurors then signed the three inquisitions, and the witnesses were bound in reconi zances to appear to give evid• nce at the next Yorkshire assizes. The Deputy-Coroner subsequently delivered to Mr. Howarth. the constable, two warrant,: cemmitting the prisoners to York Castle, and stated that he should also deliver a commitment to the keeper ot the House of Correction at Wakefield, with whom Mr. Howarth might arrange as to the conveyance of the prisoners. The jury were then discharged NOTES.—Up to this day it was understood that the Christian name of Mrs. Wraith was Mary, anti it was stated so by one of the witnesses, and always considered so throughout the previous inquiries ; however. the Coroner stated that i. was Ann, and, accordingly. in the report of this day's proceedings, it so ap pears. Mary was the name of the first wi'e if James Wraith, and t' us we suppose the mistake arose. Mrs Ann Wraith had been married before she became the second wile of James Wraith ; her name was then Porker, and she had left, as we before salted, two sons named Parker alio. It will be remembered, also, that ‘N hen " Sheard," at Robart Town, was asked by Charles Flint to go down on horseback, and inform the magistrates of what M'Cabe had " seen " and " heard," he de. murred, saying, " it was a serious matter to interfere, and he would rather be quiet ;" whereupon M'Cahe said, " don't go, Bill, don't go, Bill ; I'm going down to the Shoulder of Mutton Inn, and 1 can declare it nitpick" He (lid, as is now well known, set off to go to this inn, and had got a good portion et the way when he was ap prehended. We have learnt that at the time he was so appro. hended, he was " declaring" his story to a woman who resides on the road-side in Mirfield, along which he was passing. We are desired to announce that, now the Coroner's inquiry is over, the house where the murders were com mitted will be permanently closed against all visitors. The dreadtul annoyance to which the family now resid, ing there has been put by the thousands of persons press ing in on them, renders total exclusion absolutely neces sary.—Leeds Mercury. IRELAND. GENERAL ELECTION. DUBLIN, JUNE 10.—The Hon. Mr. Vereker, brother of Lord Gort, has formally addressed the electors of the city of Limerick. soliciting their suffrages on principles totally divested of parties or prejudices. Ile is opposed to a repeal of the legislative union, and is strongly in favour of the endowment by the State of the Roman Catholic priesthood. The repealers have not yet pro vided themselves with a candidate to succeed Mr. James Kelly, who retires into private lice. THE NEW RELIEF SYSTEM. The Evening Freeman publishes the following. letter 'rom the ItoMtall Catholic Archbishop of Tuam:— " Castlebar, June 8. " Dear Sir,—You may well conceive what was my surprise and alarm when, on arriving in this town yes terday, I perceived numbers of the people almost frantic with despair, as if the revailing famine were aggravated with some other fresh calamity On inquiring of the assembled clergy into the cause of this excitement, I was informed that the relief supplies immediately re quired for sustaining the lives of the people were ad journed on account of some trifling informality in fur nishirw the stimates. "I wuuld.not believe that the lives of the people would be sacrificed or endanger-d, and the public peace exposed to pril, on account of suchlomissions. This is not the only place, nor is it the first occasion, I have foulld the people, owing to the ignorance, or carelessness, or inhumanity of officials, exposed to starvation. " It there are formalities deemed so essential as that without them supplies wall not be furnished, it becomes the duty of the wi-ll paid functionaries of Government to have them strictly observed in the committees; nay, do cuments of such fearful import should be postal up for general information. But if, through negligence or some mire culpable cause, such formalities should be omitted, is it to be believed that in any Chi istian country the in habitants of an entire union will be placed in the awful position of a besieged city, threatened with all the horrors of impending starvation whilst there is abun. dance of provisious outside the walls? Enough, alas! more than enough of human victims have already fallen to satisfy the most. heartless of the political economists. It is therefore high time to at' ive in good earnest to stay the march of the angel of death from making further havoc through the laud. " Your very faithful servant, " JOUN, ARCIIBISHOP OF fIJAM." THE POTATO CROP. The accounts continuo conflicting, but there is a de cided balance in favour of the appearance of the grow ing crop The disenae, however, had sh.,wn itself at Tervoe, in the neighbourhood of Lim , -rick; and a lett•-r Omagh, in the county of Tyrone, asserts that the Wight extt,nsivtdy t-xists in that district. It was generally reported that the disease had made its appearance in Meath, but a person who has just re turned from that county sa)s, that the very contrary is the fact—that the crops never looked more flourishing. and a closer examination had convinced him that, so far, there was not a single symptom of the blight of last year. The Cork Examiner, which came to hand this evening publishes most flattering reports of the state of the crop in that county. S CATE OF THE COUNTRY. The Limerick papers of yesterday publish a long ca talogue of outrages—some of them of the 'very deepest dye—the commission of which, according to one of thy• local papers, is solely attributable to the tacilities af forded to the peasantry for possessing themselves of fire arms, to remedy which the Legislature is called on to pass before its dissolution a Short Arms Bill, as thv means of restoring confidence to the well disposed. STOCK AND SHARE MARKET. Three per Cent. Consols, 861 ; Three-and a-Quarter par Cent. Stock, 88 88i ; Steatn-ship Building shares. 44; ditto, of 251., 52 ; Midland and Great Western Railway, 61; Great Southern and Western, 22k. LLOYD'S SHIPPING. LONDON, JUNE 12.—Wind B.S. W., light breeze, and tine clear weather. DEAL, JUNE 11.—Wind N.W. to N.N.W., moderate; P.M. northerly, nearly calm.—Arrd. Lady Valiant, Hay, Mauritius; Domingo, Reid, Sierra Leone; Galatea, Huck feldt, Rio Janeiro, and sailed for Hamburgh ; Mediator, ditto; Hargrave, New Orleans; Adelaide, Davison, ditto. Sid. Barque No. 5,360, 2d dist. pendant, Singapore; Richmond Hill, Miramichi ; Palmerston, Bordeaux and Mauritius; Nepaul, New York ; Mercutio. Cape de Verde. OFF THE SOUTII FORELAND, JUNE 11.—Sophia, Jamaica. PosmAND, .JUNE 9. Arrd. off, Charleston, Blohm, St .Jagu de Cuba; Isabella, New York for Bremen; Van Roam, Banter, Java for Dordr. DARTMOUTH. JUNE 11.—Arrd. Bernard, Reed, Patagonia. Off port, Jernate, Koppel, Batavia for Rotterdam. PLYMOUTH, JUNE I I, Wind N.N.W.—SId. Caroline, Zanzibar. SUNDERLAND, Jutrz 11.—Wind N.W.—Sld. 10th, Tele graph, Quebec. SHIRLDs, JoNE N.W.—Arrd. Kensington. Baxter, New York. CLYDE, JUNE 10 —Acrd. Matthew King, Mackie, Porto Rico ; Cashmere. Wilson, Havannah ; Helen, Newfoundland. CORK, JUNK 9.—Wind W., fresh.— Arrd. Exile, Baltimore. RYE. JUNE 11.—Arrd. Dispatch. Haines, Trinidad, with quarter stove, from contact with a smack. FALmouvr. JUNE 11.—Wind variable. —Arrd. Leda, Glen day, Bahia; Acorn, Lamed, Port-au-Prince. Off port, Elea nor Sophia, Barbara, Rio Grande, and proceeded for Exeter. BELFAST, JUNK 10.—Wind N.-9. Sid. Marchiness of Bute, Kenny, Quebec; M. T. Rundlet, Cuba; St. Mary's, St. Thomas's. 10. Coverdale, Quebec. ABERYSTWITH, JUNE 10. — The Mermaid (sloop) from Miltbrd, took the ground yesterday at the entrance of the harbour. and is fait breaking up. TORNADO IN THE DANUBE. The following is a copy of a letter received at Lloyd's "On board the Goshawk, Salina Mouth, River Danube, May 21, 1847. " Sir,—l write to inform you that at the hour of 2.50, P.M., a most terrific tornado took place here, the most violent that I ever witnessed in any part of the world. The first accompanied with wasa sashes d o a f r v k i v cloud g h i t n n ntgh at e short N.W.y n y e nt a r t a e l s r, . Presently the cloud increased in magnitude and blackness, and spread to the north and west. The direction of the wind at the time of its greatest violence was N.W. The wind was accompanied by very heavy rain At 3.15 it raged with great fury, blowing the vessels' stowed sails off the yards, and drove all the ships on shore, where they received a deal of damage from collision with each other. Neither chains nor warps could withstand the violence of the squalls. Five foreign vessels capsized against the banks of the river. The brig Mary Ann, of Sunderland, drove foul of the Galway Packet, and caused some damage forward. The schooner Orion drove foul of the Russian man-of-war and carried away her yards. Theschooner Olivia lost b ows p r it, & c ., by a large Greek brig running foul of her. Four or six of the lighters were sunk; several houses unroofed, boats, bul warks, spars, &c. There are two vessels on shore outside the bar—one an English schooner, which lies high and dry." THE LATE SIR FRANCIS WOOD.—The will of Sir Francis Lindley Wood, Bart., late of Hickleton and llemsworth, in Yorkshire, was proved in the Court at York on the 3d ult., and in London on the 3 lst.; it was executed in the year 1843, and to which he added three codicils. His son, the Right lion. Sir Charles Wood, Bart., Chancellor of the Exchequer and Member for lialitax, who succeeds to the estates, is the acting execu tor. Sir William B. Cooke, Bart, is also an executor appointed by the will. To his son he leaves all his fur niture, plate, pictures, diamonds, carriages, horses, cattle, and farming stock absolutely, as wal as the residue of his property, after providing for annuities and other beqaests. He limited the expenses of his funeral to 3001., and has directed an annuity of 481. to be paid during the Irma of James Murgatroyd, the schoolmaster at tlemsworth, and of his wife and son James, and to the survivor; and has left legacies to each of his servants. Amongst his relations and acquaintances, to whom h e has let remumbrances by will, are the following:—H i s daughter, Ann Childers, and his son-in-iaw, J. W. Chi]e ders; his brother, Henry Wood; his brother-in-law, W. Busfield; his nephew, Charles Armstrong, and to Juliet Armstrong; to Admiral Sir Charles Richardson, and Sir stir. e l Cook,sh mourninghi s e ffi e x re e ili c di se:: a rt.ob bequest h be uue st i friend giveno 2 tOo4 J. Parker, hiseed And nearesthas relatiTes. LAW INTELLIGE''‘CE. COURT OF (.HAACERY. June 12. This being the last da, ~ f Tri ity Tcrin. the Lord Chancellor took appeal motions and appals; but no case of any public iotcrest came before his Lordship during the morning. ROLLS' COURT, June 12 IN RN LEEDS GRAMMAR SCLIOOL. Lord LANGDALE rald that ht had lo••ked over the po tition iu this case. and approved of the altcra , ion he hral %uggeited, t amely, that Ye boys should, at the dip cre!ion of the master of the school, be allowed ho out of school h-urA, to consult. _ Mr. TURNER sta , ed that the ,•tigfzysti , n of his L rd ship was spproved of by the p.titiont.rs, an.i au order iu cynformity v.as trade. The Court ruse. early. VICE CHANt.'I;.I,LO Gi)l HT, .June 12. (13t•for the VICE-CHAticiA.LoR of ENGLAND.) This wa,4 the lu. i tl” of Trtott) T..rie, and iit• Honour having disposed ot all ,he oeniud the WA, pr.. eveded to heir the furtht-r argue - 1;117;s 1;1 ;In- p.rt 'to aril motion for alp iiijunct;on, thf " ii,e C .Eporn tin 0 - Liverpool v. ,Nlorri.," which oci.upi , ll tit« Uout t the whole looming% COUNT OF QUEEA'S BENCIi, .fu e 12. LIBEL ON MISS ELIZA CO! 'K. Sir F. THESIGER applied 1.0 the C o urt t.i have the rule nisi obtained in this ca,e wad. absolute against the propri, tor of the Daily idverti.er. After a long argument, Lord DENmert delivered the judgment of tiu. Court, It was their opinion. Lp in the discussion which they ha: neard, that it was not proved that it was intended to libel Aiss Eliza Co.frk. On a reasonable reading of the paragraph, it was plain that there were two persons of the name of Eliza Cook; one a supposed murderet , s, and the other a poetess, and there was a distinction drawn that the poetess was flat enjoying the fame she ought to enjoy. while the other had obtained some celebrity. The Court consid. red that the case should never 1 -, ave been neard of. Mr. JuAiee Wighttnan was too much led by the opinion of Mr. Martin, that if the rule were granted it would never be heard of more. _ _ Mr. Justice PATTESON concurred in the decision of the Court; it was quite plain that there were two per sons, and any reasonable person cou.d not fail to dis cover that a distinction had been drawn between them. An application was then made that the rule be dis charged with costs. Mr. Justice DENMAN —Oh, no, you must write with more care in future. BAH. COURT, June 12. (Before Mr. Justice WIGILTMAN.) Several of the ordinary motions were disposed of, but nothing of public interest occurred. COURT OF BANKRUP ICY. June 12. (Before Mr. Colmni..lotior GOULRUHN.) IN RE WISHTMAN. This bankrupt, who had carried on business as a woollen dr..per, at Colchester, came up to pass his last examination. . . . It appeared from the balance sheet that the bankrupt had in January, 1843, a capital of 4701. O❑ his examina tion it appeared, however, that this statement was tallacious, as about two years betore he had compounded with his creditors. and had obtained goods on cr• di!. His present debts and liabilities are about 6041 19i. 7d.; property, 70/. His HONoUR said this was one of those cases in which, to prevent the punishment arising from beginning a mere adventure without capital, the accountants wade out a spurious account commencing with a capital, and this led to further fabricitions—this, however, was mater to be inquired into on the application for the certificate. The solicitor to the as-ignee said books and property hid been secreted by a person in the employ of the bankrupt—this person. who had been examined, ad mitted the possession of the property. but fore as. arch warrant could be sent down the go is had b-en removed, and he refused to disclose where they were. His Hoxotut said that he bankrupt wont.' never get his ci rtifiente unless tho property was given up, and he would grant a search warrant for any place win.te it was suspected the goods were. POLICE INTELLIGENCE. ivotistim Sii‘.6 ET. Fanny IV oble, a somewhat genteel looki..g ny mph nf the pave, wvs charged with stealing two s-ivereigna from the pi rson of a geotleartn named Thomas White, of No. 18, Paradise-row, Bethnal green. Mr Vtinite, who said he po:sessed an independency, deposed that he was on Friday proeerding along the strr'et near the monum-nt, when he met the prisoner, who, accosting him. said that she hail not tasti.d food during that day. He gave her some money to procure what she so much needed, and tie afterwards invited her to a tavern. Subsequently, they tepaired to a house of ill fame in Shoreditch, where they retired to bed. Ile, however. was awoke at about three o'clock that morning by a noise in the room, when he observed the prisoner a anding by the side of the bed, and his purse, which had been previotply in his trowsers p eket, lying upon the seat of the chair, deprived somewhat of its fair proportions;" in fact, two or three sovereigns had been abstracted. Sarah Wheeler. servant at the ahove house, stated that she was awakened at about threeio'cloek that morn ing by her mistress, who told her that some on e wa s endeavouring to leave the house. She- got up and found the prisoner trying to force the lock of the street door. She was ultimately given in charge to a police-constable. Police-constable Bricknall, 169 G, deposed to his having taken the prisoner into custody. Acting-Inspector Tate said that when the pr;soner arrived at the station-house, she declaied most solemnly that a halfpenny was all she had in the world, but upon his telling her that she would undergo a strict examina tion by the female searcher, she acknowledged that she had two sovereigns concealed iu her stays. The prisoner, in answer to a question from Mr. Combo (who sat for Mr. Broughton) said—" Sure she had brought the sovereigns from Ireland, why should she tell the • jointleman' what she had got." The prisoner was fully committed for trial. The prosecutor signed the depositions with the greatest reluctance, and did so only when he was told by Mr. Paine, the chief clerk, that if he did not, he must find security for his appearance at the sessions. THAMES. John Sullivan. a dock labourer, was charged with the following murderous and unprovoked as , autt on another labourer, named Williatn llazeltie. The prosecutor, who present. d a most frightful ap pearance, his face being literally covered with blood, stated that this morning he was standing with several other labourers at the entrance of the West India Dock, waiting to be engaged, when the prisoner suddenly jumped on his shoulders. Witness desired him to desist, when he struck him a violent blow over the eye, and followed it up by several others. Witness was quite blinded by 'he blood that flowed, and was compelled to call out Murder." The prisoner then tried to effect his escape, and put on three different hats in order to avoid detection, but he was ultimately given into custody. This evidence was corroborated by two men, named Slater and Burton, who witnes.ed the asnou lt . Valentine Friend, a dock officer, said he was on duty that morning by the bridge, when he heard a great row and cries of •• lie has killed a man." On proceeding to the spot he toned ti,seltie covered with blood, and the prisoner was pointed out as the aggressor. Witness immediately to , .k him into custody. Mr. BALLANTINE. toter commenting on the brutality of the prisoner's conduct, fined him 51.. or three months' imprisonment. He was I-cked up in defaults THE IRON TRADE. Ano;her fortnight has pa,sed of the most svasonable and growing weather that could be desir, d ; under its cheering influence short crops late ham e,ts, and blighted produce are fast vanishing from the hog iz .n • yeti of the most inveterate alarmists, while the returning promise of an abundant provision for man and beast is hailed with thankfulness, not only in our own favoured land, but throughout all the countries when, the scarci,y l.as hitherto been more severely felt. I) pendent mainly upon this bountiful disp..nsstion of Providence. and th consequent rapid retrograde movements in the corn market, has been the confirmation of the opinion main tained in our last notice, that. the crisis of the monetary disorder was passed. Such is indisputably acknowledged to be the fact; and the traces of returning commercial confidence, controlled by the judicious caution requisite to the recovery from so serious a deeangement, are daily becoming more evident. Though this improvement will necessatily have less immediate elf ct upin the iron trade than many others, as it has participated so slightly in the general depression, yet its interests will nut re main unbenefited. Prices have all along been well maintained, and if the ironenaster's evital has not realised so liberal a per centage of profit as formerly, and as—in tne opini o n of aome—might have been ob tained at the close of the las; year, still a steady remuneration has been returned through the increased quantity of business done, and the punctuality with which payment has been obtained. Thus provided with the means of meeting present necessities, and influenced by the better tone of feeling in the commercial world, 25 well as the encouraging prospect of further improve ment, few would be disposed to undnsell, even should the briskness of demand be suspended till the renewed activity in railway enterprise again calls forth the full energies of the trade. But if, oo the tither hand, a, y c onsiderations of our relat i onsh i p with other countri es , and the state of foreig n competition, should f orce upon us the policy of a temporary reduction. the low prices of provisions which will fol l o w an abundant harvest w ill afford an opportunity for such an equitable adjustment of wages as would ultimatel y prove rathi r beta fictal than otherwise to the interest of the trade, and might be establshed without exciting bitterness' oft 'ev a mong the workmen, or distress in their f o r e a:i., s . ,if h lg e limestone getters, who were standing tor an advance, as we ventured to predict, have already seen the unreason ableness of their conduct, and have returned to the r work. The arrival or orders has not varied much during the last month, and sufficient are miw on the books, mid on hand at almost every work, to afford full empl o y ment for a longer period than i s reac g e e h r e ' i D' d erally th e case at th i s s eason. A rumour has ey an d S teur b r i dge u us that the chain makers in the neighbo ur h ood a re end-hi gher avouring to enforce wages; l but an tinder s tanding has be en entered intobet'aeett their masters d and the merchants, th a t their emailds shall be resisted —the wages now given being more than Out per cent. were a short time hitrher then they Y along.—Birmingham Gazette. SELSF.Y, JUNE 10 —The Frederique, Gustave, from Bour. dely to St. Petersburgh, went on shore near here this morn. ing, bat ba been assisted off. MARKET NEWS.—(SATURD AY4 CovENT , -GARDBX. The cupplles of both fruit and vegetabh s here were vta- il extensive, yet t , e ..eneral demand Vas brisk , at our quo nous :—Gooseberries, is 9d to 38; and Currants, 4, to 6 4 per half sieve ; Greens, is Gd to 2s 6d per dozen bunches ; Cauliflowers, Is to 23 3d ; and Sum mer Cabbages, 8d to 14 9d per dozen heads; Forced French B eans,• Is 3d to 2s tier '00; Green Peas, 2s to 4s per halt-sieve; Pota" toes (old),8s to 12s per cwt; ditto, (new ). 3d to 8d per lb; Turnips, Is 6d to 3s 6d; and Carrots 4s to is per dozen bunches; Horseradish, Is 9d to 3s; Celery, Is to 23 3d; and Asparagus, is to 4s per bundle; Coaumbers, 34 to 2s each ; Spring Onions, 3d to ' 9(1 per bunch; to Radishes, 3d to 8d per dozen hands; Mushrooms, Is ot Is 6d per pottle; Rhubarb, 4 ,1 to Is 3d p er bundle; H house Grapes, 3- , to 5s per lb; Strawberries, 101 to is per pottle; Cos Lettuces, Is 6d to 23 per score. -..1.;'-vG,cITE a:4%qt) Le. 2.4.30 Z 11: X. - 1 . We had a very slow inquiry for each kind of Meat on the following terms:— Reef, from 3s 8d to 4s 8d; 3lut ton, 46 2 : 1 1 to 5s 2d ; Lamb, 5s Bil to 6s 8d; Veal, 44 2d to 53 ;1. to! Po , :k. 4s to 5s Turkeys, 3s to 6s ; and Pigeons, 6,1 to 10d each Fowls , 3i per 81bs, by the carcase. Ducks Is 8d to 2 to 8s per couple; Eggs, tot 6d to 7s 6LI per 100; Fresh Butter, Ittd to is per lb. lIIINGERIVA D. Fair average supplies of most artic les were on t , s ale, general demand wits steady, at but little alteration In value. Nzvzpowr. Beef, from 3.4 6d to 43 Bd . Mutton 4s to 5s 6d; Lamb, 6i to Go 10d ; Yeal, 4s 2 d to 5a 2d ;' an d Pork, 4s to 51 per bibs. WHITECITAPEZ. B, f 34 , 1 to 43 8d ; Mutton, 44 to 5s 6d; Latob, 53 Sd eef to rom 6s 8d; 4 Veal, 4 to ss; and Pork, 3s 10d to 5. per Blbs. BILLINGSGA TE. Turbots, 12s , o 18s; Cod Fish, 2s to 6s ; Haddocks, 641_10 1.4 4d; Whiting, 4d to 8d; and Lubsters. 'l3d to 2s 9d eatit. Soles, 8d to 2s 6d per p4ir ; Eels, 4d to 10d per lb; hisc i ` rel, 121 to 2ls per 100; Salmon, Is to Is 6d BR.B~D• • carom The prices of Wheaten Bread in the metropolis 41b, 11 1 / 2 d to Is ; of household ditto, 9iiid to lid per loaf. per lb. Market r d do. 801 b to _ Hides, J6 ll l b rn to 363417212,111e2.11%11 721 b. :3d to 3 1 ,,id ; do. 721 b to 80Ib, 31,4 d to 3 A , 96W to 881 b, 4d to 4'4 ; do. 88Ib to 961 b, 4K,d to 5d ; do. Horn 1041 b, 5%d to 6d ; Calf Skins, each, 4s 9d to 65 9d ; 6d. p 3 e / r lb; do. 641 b to Hides, 13s; Shea:ling-, 10d to Is Id ; Lambs, 26 to 28 a 3 v / e s r s a to ge s 4114s; uppl3 . , and an i d Sjakt beaur : 5 1 v ditto. A fun SminwtaLD.— Meadow Hay, 2/ 5s to 3/ 14s ; Clear „ , ASSETS CUM i trade. to . BEhLAND.—Aleadow Hay, 2/ 85 to 3 j . load. ditto, 315 s to 4/ 12s • and Straw 11 71 to 11 135 per Supply tolerably good, ' and trade dull. 11 12s pelr loa dir: i s . Clover WHITICKAPEL.—Meadow Hay, 2/ 5i to 3/ la s o il ditto, Trade 3/ 5s to 4/ 173; and Straw, 1/ Gs to 1/ 105 Pe r dull at late rates. __--...-- : Wet ..._-=------ -------- RAILWAY SHARE IVIARICCr.., LIVERPOOL, Ju2cia 11. STOCK EXCHANGE.-The sales are-Birminghain .aud ° 2o L it. ford Junction, 6% p.-Chester and Birkenhead, 4 , i l io ir, Shares. 1% dis.-Eastern Counties, 19%-Leeds 103° --- ~ 1 P. Preference, 1/13_dis.-Liverpe.d, Crosby, and Soutrr., Ditto, London and North-Western, New Quarters, W. 4 P,' s ores, Quarters ( B), 5% p.-Manchester and Leeds, 3 2 '. e m 10 diS.- Mancheger, Sheffield, a nd Lincolnshire. Q", 1 21 o. 1, DA p.-Ditto, Eighths, 1% dis.-Igidland rewgotie -Ditto, 401. Shares, 4V2 p.-Ditto, New, 3Ps ---Ise , Thirds and Berwick, New, 2 p.-North British, 31 (scrip), 1% p -North Staffordshire, 2% P.--PressbreWs- Wyre, Halves (B), % p.-Scottish Central, 7,# 1 P• & dis.; . " bury and Birmingham, 91. 12s. 3d. Shares (D) , Prbirds, South-Eastern and Dover, 36q-Ditto, Consolidte+, rk s o % dis.-Wharfdale (late North-Eastern), 1 1 4 di,, -- , ~° d (Es 4 Newcastle, Preference, 3 p.-York and North Mi,-nce, Ei4i and West Riding Extension), 10IA p.-Ditto, Pref ere. " ' p.-Dutch Rhenish, 2 3 4 .lis. %---Dittoton and MANCHESTER, JUNE 11 . 1- ". Clitberet STocK EXCIIANGE.-The sales are--31aCkL711...1 ,s,rip), &c., Preferentials, 1% p.-East Lancashire, New'. „t .. 1 -6 ai. 1-16 dis.-Fleei wood, Preston, and West Riding , 1 , d Bed -Le, da and Thirak, Preterentials, par-Leicester late 1 . 4 v. ford, 9' B dis.-Manchester and Lee 9 d. , , 32/. Shares ( 11 " che r tension ), IA dis.-Ditto. Fib hs ( W.R.U.). % ....- 1 2 % P . ter, Sheffield, and Lincolnshire Quarters, No. ' re a Ditto (Grimsby, 201. Shares), 3 dis.-Blab Southampton 30s. dis. -North Staffordshire, 2% p• south and Wyre, Sixths, 55,-Sbropshiie Union, 2 ols'ii,ibiter Eastern and Dover, No. 4, IA dis.-South Staffoi.- 11 16 dis. dis.--4110 LEEDS, JtmE 11. . NOtti li g; STOCK EXCHANGE -T tie sales d re-Amberga,e, - yor haw, and Boston, 265. 3d. n. dis.-Eastern Coan„t,r-dis.--• Extension, 25s.East Lancashire, New, ~,,I''s y o rk- Ditto, New (scrip), 3s. Bd. , is.-East and Nl' o ,` orstd• shire. Ph dis.-Great Northern, 1% dis.-Leeds awl ~ 7s. ford, 45% p.-Leeds and Dewsbury, par-Ditto, 1-Isl,/em 6d. p.-Leeds and Thirak, 6n. dis.-Ditto, New, A n isi& -Ditto. Preference, 6s. dis - Leeds, Wakefield, and 53. ,,,, land, iL Brighton, and Haig -Manchester CoOt. A nd Mahon l and Driffield Junction, 16s. dis.-Mancbester isf Leeds (late Hud. and Stieff ), 5 n. p -Ditto, 32/. S l l,l A A c -Ditto, West Riding Union, .Is. 6d. I `,; „.... Preference, 2% n. p.-Newcastle and Berwick, N e w, r,.... North British. Thirds, 1% p.-Ditto, Quarters, 23. P ...., Ditto, Extension, 3s. p.--Sorth Staffordshire, 2% PN North-Western, 30s. 6d. n. dis.-Wharfdale Junction, uis.-York and North Midland, Preference, 8% l'• HULL, Joffe 11. s,T OW STOCK ExcHANGE.-The sales are-Ambergate, •-- i ' h t e get ham, and B .stop, 255.-East Lincolnshire, 7%--3,,.l4nßciltilb, and Leeds (tiff eat Riding Union), 4s. dis.--.Norui """ Thirds (scrip), 525. 6d. GLASGOW, Jurtst 10. 1100/' STocK EXCHANGE.-The sales are-Ayr and Ga- - or 393. 6d.-Caledonian, 29%-Ditto, New, 405.-Dkect 13419, bay and Madras, 28.-Dundee and Perth, Neff , I , l t,i s toO -Ditto, Quarters, 635.-Glasgow, Barrhead, and .oe'nitto Direct, 15L-Glasgow, Kilmarnock. and Ayr, 117 1 4 ~.`" J. (5 per cent. guar.), 404-Ditto, Halves, 1, St. "'" d car -Ditto, Halves, No. 2. OA -Glasgow, Dumfries, an A ig lisle. 51.3•. -Glasgow, Kilmarnock, and Ardrossan ~,,,"' Manchester and Southampton, 9s. 6d.-North British; l " 5i8.-Wishaw and Coltness, 491. RAILWAY RETURNS• f EAILWAY TRAFFIC.—The following are the Total RecelPts,lo ti tr. ways for the past week—that is to say, up to the date to W A t. opit respective returns are made, together with the receipts of ss" week in the previous year • Ing! gg .4 L a st Rea' Week ending 20 93 211 7,774 6,311 NAME OF RAILWAY. June 6 May 30 June 5 530 ‘,352 761 1,76 1,0 9° 349 3, 33 6 11,52 i 1 ,048 1,4 02 2,6 61 1,171 Amiens and Boulogne . • • •• •• •• Arbroath and Forfar .• • •......• •• •• Chester and Birkenhead ••• • • • •• •• Dublin and Dr0gheda..............••• Dublin and Kingstown • • • • • • • • • • • • Dundee and Arbroath . • • • • • • • • •"• •• • Edinburgh and Glasgow •• • •••• " •• Eastern Counties and North k:astern • • East Lancashire • • • • • • • • • • -• • • '•• • ;,,ast ern Union • • • • • • • • • • • • • • • • ". • • • . Glasgow, Kiltnarnock, and AYI • Glasgow and Greenock• •• • ••' ... .• Gravesend and Rochester.• •n •• • . ~.• Great Southern and Weste r Great Western, &c •••••• • • • • '• •• • Ipswich and Bury •.... Lancaster and Carlisle • • .. • • • • .. London and North Western , 8, c" .. London and Itlackwall.• • • • • • • • • London and Brighton .•••• • • • • " London and South Western • • • •• " :Manchester. Leeds. and Hull ASSOC" Manchester, Sheffield, and Lincolnshire Maryport and Carlisle •• • • • • • • • • • • • Midland. Bristol, and Birmingham • • • • Newcastle and Carlisle • • - • • • •• • • • • • • Newcastie,Berw•ck, and North Shields North British .. Parts and Rouen . ••••• • •• • •••• •. •. Preston and Wyre•• • • •• •••••• • • • • Rouen and Havre Shrewsbury and Chester • • • • -• • • • • .• South Eastern and Branches • • •• •• South Devon .. • •• • . l'atf Vale •• • • • Whitehaven Junction ••.• • ork and Newcastle York and North Midland ........... 1 ,330 23,391 2,877 '382 8,715 1,231 1,422 1 4 9 13 1, 294 3, 515 10°6 2 0 9 1,129 i;: 433 1, 411 5,611 An atrent of Mr. Itolt a , C. has visited o°lnsfo el rtij this week, and has signified that gentleman's accePt'—uition the requisition to bee me a candidate for th , represen r. of this borough at the coming election. Th e ag t e" t sted Edwin Field, of a reNpictable leg;! firm in London) be e that Mr. Bolt was a " Liberal Tory," and thttorottivi: anxious shtefly to ascertain what amount of t o F itt,,, support such a candidate would be likely to In% Que7o Stamford ; though he stated that the Learne cotit Counsel would, under any ci•curnstances, certo,nlilmois fr, the representation with the nomiriees of the to t 'v l e1 ,001'4 he Exeter, and that he would pay his respects t tr-- e v the course of the ensuing week. It ha s not Ye the who the Burghley candidates will be: contrary ..tiu db ectation induced by th e co mmunication fr om afew days ago, it is now thought that the Mani' will not be one of them.--Stamford MercurP ]ads °I- On the 6th inst., at Castlelß;lffilt,Lagarksbire' th :Av of 41 ' William Graham, Esq.. of a daughter. ~,,,. the law Ori n the Bth inst., at Oak Looie floc."' h ysta H. F mt. EN , M.A. ' Vonet-5..- Islington, of a son ' ! " On the 9th in the wife of Mr. R. V en ' no d, the On the 9th inst., at Circus-road,St. Jolul'e -W— a .- of A. tit. Lackersteen, Esq fa 1, ... of ii ow'Abe On e 9th inst., the wit; of G s°. Allen* r'''(1.....0154 - lad3, on o t f helOth inst., at ,41oucesier B. Villa, Reg e°: ' sec' ec' Robert Phillips, Esq., of a daughter. .c.,, b n ur t g h h e -s l ci O u th ar i e n p s o t f ., a th a e on la . dof James the len v• 100 ° ' On the 10th inst., at Harleyford-place, ...en° lady of J. R. or wet., Esq., M.D., of a son. - -- gb t a gel sl - MARRIED. Taylor, 0,.e, On the Bth inst., at the Royal Circus, Edinbur- 'ye* W. Lane, Esq . advocate, to Margaret 81arY9... 1,, daughter of the late Sir W. Drysdale. of l'itteucnxtethlt; On the Bth ii.st., at St. Michael's Church, ni t i io fi l Liverpool, James Edwards, Esq, M.D., to ,r Os ° daughter of the late Jonathan Smith, Es+ ht _13,. r0 p, On the 3d inst., at Northwood, Isle of Wig - ' t o P.- Baer third son of William Wcolley, Esq., of Peckhaniathe c se a c m on b d er d w a e ur i. hter of the late T. Kingsley, EA' , ° ; if. ta i e 1 34 10 6 , On the Bth inst., at St. Mary's, Warwick, 0 ~ osto,, d s Lawlor, Vicar of Wichenford, Worceste-shire,f ty joli gbil" youngest daughter of W. Staunton, Escli.°. House, Warwickshire. DIED On the 2d inst., Mr. George Dutton, aged 56. oleo° a On the 4th inst., at Tunbridge-wels France, d 7, daughter of the Hon. and Rev. Andrew G. Stuart ofileobs..A Oo the 7th inst.. at Woolwich, Mr. Abraha C m R. 1 R ic h Oa the 9th ins , in London , Lieutennnt-olo° lifAjf Irton, of the Rifle Brigade, aged 42. On the 9,11 inst., in Baker• stre , t, Portman-s(lll°,7;hale-it Gene- at Archibald Robertson, of the BooltAY E nt s e l e 'n t - t i o 0 0 "%c; On the 9th inst., at Gloucester-terrace, Louisa Decim 4, youngest daughter of the late r• d d oe' On the 9th inst., at Clapham, Emily Jane, late gte of IL W. Hewlett, Esq., aged 12 $1 e lltg- On the 10th inst., Mr. William Collingwood, market. r 54 k* On the Bth inst., in Woburn-square Cab 1/Se'orrief On the 9th inst., at East Dulwich, 1 0 ' 14.• ; 806C y.ol ' h e 4 to on - "tea Publistied by 1117,1 1 t J and. Prlrr-T. the . SOW' of the gavoy. tie coluity X4ltldleees. 1847. yeti by %It 1 4 teri